Fuel-feeding system for internal-combustion engines



O. E. JORGENSEN FUEL FEEDING SYSTEM FOR INTERNAL COMBUSTION ENGINES Filed Dec. 11. 1923 vil /ll! 1 Q r w Patented Aug. 24, 1926. I 1,597,317

UNITED STATES PATENT OFFICE.

OLAV ESKIL JORGENSEN, or FOREST HILLS, NEW YORK, ASSIGNOR T wonrnmoron PUMP AND MACHINERY CORPORATION, or NEW YORK, iv. an, A coRro A'rIoN or VIRGINIA.

FUEL-FEEDING SYSTEM FOR INTERNAL-COMBUSTION ENGINES.

Application filed December 11, 1923. Serial No. 679,903.

This invention relates to improvements in poses and for also controlling the opening fuel feeding systems for internal combustion and closing of the fuel valve above described, engines, and, is especially applicable to ena fuel pump of any well-known type having gines of this class which operate on the a. valve for'by-passing to the source of 66,

high compression principle, and in which supply fluid pumped during the latter part heavy oil fuel is used which is injected into of the pressure stroke of the pump plunger, the combustion space at timed intervals under may be most advantageously used. A pump considerable pressure and at igh velocitiy. having these characteristics is shown in F i The invention aims especially to provi e 1, and comprises a plunger block having 60 0 novel means whereby the pressure of the a discharge chamber 11 formed therein, to fluid which is supplied to the engine for which fluid is admitted from tank 12 by combustion may be applied to secure the passage 13 controlled by suction valve 14. quick closing of the fuel valve, thus avoidisplacement plunger 15, operating in bore ing the use of a heavy spring for this pur- 1 6, and suitably packed, as usual, is re- 65' 15 pose. ciprocated in synchronism with the engine In the drawingsby connections hereafter described. Pump Figure 1 illustrates diagrammatically one discharge valve 17 is preferably and as practical embodiment of the invention as apshown spring loaded, as is also by-pass plied to an engine in which fuel is injected valve 18 and suction valve 14. Valves 17 70 by compressed air, and and 18, according to the present'arrange Figure 2 is a broken sectional view of a ment, control the passage of fluid from chammodified fuel valve construction for solid her 11 to pipes 19 and20, respectively, for

' controlling the opening and closing of the injection.

The fuel valve construction of Fig. 1, fuel valve 1; Plunger 15 is providedwith which is the form preferably used where a coupling nut 22 which engages with an the fuel is to be injected by compressed air, enlargement 23 on the end of the plunger consists of a flat-faced valve body 1 on. the 15 and also screws onto the threaded end end of a stem 2, such stem being provided 24 of a crosshead 25 guided in a bushing 26 with a piston 3 on its opposite end, such on member 27. The lower end of the cross- 50 piston working in a chamber 4 formed in the head is connected by pin 28 with an eccenvalve casing. The piston 3 is provided with trio strap 29 on an eccentric 30 carried b a reduced portion 5 for seating a compresshaft 31, although it will be understood that sion spring 6 located in the chamber 4 and a cam drive may be used if desired Crossbearing against the top thereof so as to head 25 carries a pin 3-2 working in a slot 85 exert seating pressure on valve 1. Passa e 33 on one end of lever 34 which is mounted 7 leading from chamber 4 is controlled by at its other end to turn on shaft 35, such a loaded valve 8, a pipe 9 being tapped into shaft being eccentrically mounted as shown, the valve casing above valve 8 for returning and carrying a lever 36 connected with a to the fuel tank 12 fluid passing through the centrifugal governor diagrammatically port of the valve 8. While other types of shown at 37. Push rod 38, connected by valves may be substituted for the valve 8, link 39 and pins 40 to lever 34 intermediate preferably such valve will be of a well pin 32 and shaft 35, controls the by-pass known'safety valve type, in which the vevalve 18. locity of the fluid passing therethrough will Vhen a pump of the kind described above 95 tend to keep the valve open until the presis used, its capacity should be such that each sure has decreased to. a point considerably outward stroke of the plunger 15 will-draw lower than the pressure required to openinto the discharge chamber 11 an amount of such valve. fluid in excess of the maximum combustion While means other than that shown may requirements of the engine, so as to thus be used for imparting pressure to the fluid provide a surplus of such fluid for utilizasupplied to the engine for combustion purtion as the pressure medium to secure the 'and thus close the closure of the fuel valve. As the load on the engine varies, also, it is desirable that the quantity of fuel actually delivered to the combustion space should be accurately controlled in accordance with the engine load.- 'T'o this end, therefore, governormechanism of well-known type, indicated diagrammatically at 37, may be advantae geously-associated with the pump mechanismabove described by connections consisting of lever 36, eccentrically mounted shaft 35, lever 34 and push rod 38, so as to vary the time of' opening theby-pass valve 18 fuel valve 1 by fluid pressure transmitted by pipe 20, as hereafter explained.

. cally The operation of the apparatus as thus far described is as follows: On the outw'ard'stroke of pump plunger 15,fluid is drawn past suction valve 14 into chamber 11. Inward movement of plunger 15 will open discharge valve 17, and force additional fluid through pipe 19 against the flat face of fuel valve 1, valve against the pressure of spring 6. Blast air entering by pipe A will at this :time, as usual,.blow the fuel through the spray nozzle orifices B into cylinder C, where combustion takes place in the usual way. As pump plunger 15 continues. its inward movement, push rod. 38, moving in the same direction through the connections above described, will unseat by-pass valve 18. As this occurs, the pressure in pipe 20 and'chamber 4 will be equalized with the pressure in pipe 19, whereby the pressure on'the lower face of the fuel valve maybe balanced and s ring 6 be of such strength as to then force tfievalve 1 onto its seat, or an excess effective pressure'tending to close the valve may be secured to aid the spring, as may be desired, as it is preferable thatthe valve be closed quickly. Further inward movement of plunger 15 will increase the pressure in chamber 4 until safety valve 8 opens, and surplus pressure fluid pumped will be returned by pipe 9 to fuel tank 12, the spring on the safety valve. 8 being-of such strength as to open only on such 1ncrease of pressure after the valve 1 closes. The same cycle of operations is repeated on following suction and discharge strokes .of

Regulation of the amount of fuel supplied for combustion in accordance with the engine load, is automatically controlled by well known centrifugal governor mechanism above referred to and diagrammatishown at 37, which is driven in synchronism with a moving part of the engine to which the pump supplies fuel. Thus,

as the speed of the engine varies, lever 17 will move, rotating the eccentrically mounted shaft 35 so as to shift the fulcrum. of lever 34 and vary the point in the stroke thereby raising suchof the pump plunger at which push rod 38 will unseat bypass valve 18 to terminate injection.

The same control may be applied to engines in which the oil is injected in a solid tion, the pressure fluid for opening the valve being transmitted by pipe 19 to passage 41 leading to an 'annular chamber 42, such chamber preferably and as ,shown being formed by reducing the diameter of the valve'spindle 43. The pressure of the fluid in this chamber acts on the annulus formed by thus reducing the size of the spindle 43, and raises the conical tip of such spindle from the passage leading into the combustion space. Closure of the valve is effected by pressure fluid. from pipe 20 entering chamber 44, where it acts on piston 45. This piston has a close but free slidingfit with the walls of the chamber, and the effectiveareas in chamber. 44 and chamber 42 are shown as suflicient to close the valve quickly without depending on the pressure of spring 46, which may be quite light, and thus avoid the loss of spraying pressure incident to a heavy spring. Connection 47, leading to any desired point,-'is also provided for carrying off fluid leaking past piston 45. I

With a valve constructed according to Fig. 2, it will be seen that the tapered or conical end of spindle 43 entirely fills the valve seat when the valve is closed. There will thus be practically no oil left between the valve and seat when the valve is closed,

as in closing any oil adhering to the seat.

-flow of fuel and moving away from the cylinder in its closing movement. The quick closing of the valve, also, acts to prevent any dripping of oil into the cylinder after the valve closes, thus aiding in securing the feed of fuel in accurately measured fuel charges. It will be understood that the invention is not limited to the construction and arrange- 'ment of parts shown, ;but that various changes may be made therein while still retaining the invention defined by the claims. What is claimed 'is: p I '1. The combination withan internal combustion en ine, of means for supplying fuel thereto un er pressure, a fuel valve, means for opening said. valve, a connection to thefuel valve arranged to apply seat-ing pressure on said valve by the fuel, and a member arranged to be actuated at the end of the injection period for admitting fuel under pressure to said connection.

2. The combination with an internal combustion engine, of means for supplying fuel thereto under pressure, means for opening I said valve by the pressure of said fuel, a

connection to the fuel valve arranged to apply seating pressure on said valve by the fuel, and a member arranged to be actuated at the end of the injection period for admitting fuel under pressure to saidconnection.

3. The combination with an internal combustion engine, of means for supplying fuel thereto under pressure, a fuel valve, means for opening said valve in timed relation to the piston stroke by the pressure of the pumped fuel, a connection to the fuel valve arranged to apply seating pressure on said valve by the fuel, and a member arranged to be actuated at the end of the injection period for admitting fuel under pressure to said connection.

4. The combination with an internal combustion engine, of means for supplying fuel thereto under pressure, a fuel valve, means for opening said valve, a connection to the fuel valve arranged to apply seating pressure on said valve by the fuel, a by-pass valve associated with the fuel supplying means and controlling said connection, and a member co-operating with the fuel supplying means and said by-pass valve and arranged to open the latter at the end of the injection period.

5. The combination with an internal combustion engine, of means for supplying fuel thereto under' pressure, a fuel valve, means for opening said valve in timed relation to the piston stroke by 'the pressure of said fuel, and means for exerting seating pressure on said valve by said fuel at variable times. i

6. The combination with an internal combustion engine, of means for supplying fuel thereto in excess of themaximum fuel requirements of the engine, a fuel valve, means for opening said valve in timed relation to the piston stroke by the pressure of said fuel, and means for exerting seating pressure on said valve by said surplus pumped fuel at variable times.

7. The combination With an internal combustion engine, of a pump arranged to supply-fuel thereto in excess of the maximum fuel requirements of the engine, a fuel valve, means associated with said pump and fuel valve for opening the latter in timed relation to the piston stroke by the pressure of the pumped fuel, a connection from the pump to the fuel valve arranged to apply;

seating pressure on said valve by said surplus fluid, and a valve actuated at the end of the injection period for opening said connection.

8. The combination with an internal combustion engine, of a fuel pump arranged to supply fuel thereto in excess of the maximum fuel requirements of the engine, a fluid pressure actuated fuel valve, means for opening said valve in timed relation to the piston stroke by the pressure of said fuel, a by-pass valve associated with said pump and fuel valve, and means including governor mechanism for opening said by-pass valve to apply seating pressure of the surplus pumped fuel to said fuel valve at variable times.

9. The combination with an internal combustion engine, of a fuel pump arranged to supply fuel thereto in excess of the maximum fuel requirements of the engine, a fluid'actuated fuel valve, a valve casing therefor, a connection from said pump for supplying fuel under pressure to open said fuel valve, a connection from said pump to said valve casing for admitting fuel under pressure thereto to close said fuel valve, a by-pass valve associated with said pump and controlling said latter connection, ernor mechanisn'i for opening said bypass valve at variable times in accordance with the engine load.

10. The combination with an internal combustion engine, of a fuel pump arranged to supply fuel thereto in excess of the maximum fuel requirements of the engine, a fuel valve and casing therefor having a chamber therein to receive fuel under pressure for exerting seating pressure on said fuel valve, a piston in said chamber on which such pressure acts, a connect-ion from said pump to said fuel valve for opening the same by the pressure of the pumped fuel, a connection from said pump to said chamber for admitting fuel under pressure thereto, and a governor controlled valve on said latter connection.

11. The combination with an internal combustion engine, of a fuel supply pump delivering charges of fuel in excess of the maximum fuel requirements of the engine, a fuel valve, means for opening said valve, a connection from the pump for exerting seat-ing pressure on said fuel valve by the surplus fuel delivered by-the pump, a connection for returning excess fuel to the fuel supply, andia valve on said last mentioned connection opened by the fuel pressure after the fuel valve is closed.

In testimony whereof, I have hereunto set myhand.

oLAv ESKIL JORGENSEN.

and gov- 

